Rotary internal combustion engine

ABSTRACT

A rotor is mounted off center within a cylinder such that a peripheral portion of the rotor always tangentially engages the inner wall of the cylinder to provide a seal at the point of tangency. The rotor is provided with radially slidable blades engaging the inner wall of the cylinder so that a variable volume is defined between successive blades and the point of tangency as the rotor and cylinder rotate about their respective axes. Each of the blades includes a combustion chamber timed to fire as it passes the point of tangency of the rotor with the cylinder, the seal at the point of tangency confining an expanding mixture of burning gas and air within the volume behind each blade as it passes the point of tangency to thereby provide a driving force on the rotor. Novel features of the rotary engine include holding off of the blades from engagement of the inner wall of the cylinder during a portion of the rotation cycle to decrease friction, providing for an adjustable pre-loading of the engagement force at the point of tangency of the rotor with the cyliner in accord with pressure of expanding gases to insure the integrity of the seal, and the arrangement of suitable exhaust and inlet openings in the cylinder side walls enabling two cycle operation.

June 4, 1974 United States Patent 1191 Hanes [57] ABSTRACT A rotor is mounted off center within a c th ROTARY INTERNAL COMBUSTION ENGINE [76] Inventor:

Arnold Loyd Hanes, 21149 w.

-ed ww gvm nmm m m S yw an d0 m w Entrada Rd., Topanga, Calif.

Nov'. 16, 1972 a sea] at the point of tangency. The with radially slidable blades en the cylinder so that a variabl 221 Filed:

gaging the inner wall of e volume is defined be- Appl. No.: 307,132

tween successive blades and the point of tangency'as the rotor and cylinder rotate about their respective [52] US. 123/8J7, l23/8.33, l23/8.45 axes E f the blades includes a combustion Cham [51] Int Cl F02!) 53/00 l23/8.l7, 8.33, 8.35, 8.45;

ber timed to fire as it passes the point of tangency of Fleld of Search the rotor with the cylinder, the se a] at the point of tan- 418/173 gency confining an expanding mixture of burning gas and air withinthe volume behind each blade as it passes the point of tangenc y to thereby provide a driving force on the rotor. Novel features of the rotary engine include holding off of the blades from engagement of the inner wall of the cylinder during a portion 7 AW x 1 4 S T m.m N m: W m m A t .IP 4" C n" S we in CT. w C "A n S mTmww m E593 T667 [999 man [93 73 11 003 w 333 of the rotation cycle to decrease friction, providing for FOREIGN PATENTS OR APPLICATIONS Primary ExaminerCarlt0n R. Croyle Assistant Examiner-Michael Koczo, Jr.

Attorney, Agent, or Firm-Pastoriza & Kelly m..m mk e m ceenlw r. mr. wv d zm mfl m o r ht e mt n 8 Se me vu m m mm e fium Oda. ae fe n Ohw s m gte..gt mfw a m y p O T O a uw e m md ne IIVJ a c f .0 ififdv mmuwowr t S .wm m am d urn a o ab c ha nmcmxn atatlee 20 Claims, 20 Drawing Figures PATENTEDJun 4 m4 sum 2 ur 7 FIG-.5

minnow" 41m SHEET l HF 7 This invention relates to internal combustion engines and more particularly to an internal combustion engine of the rotary type wherein an off center rotor within a cylinder is provided with one or more slidable blades so that a variable volume 'be'hing the blade is defined as the rotor rotates.

BACKGROUND OF THE iN'v-ENTIoN Devices incorporating a rotor mounted off center within a cylinder and provided with radially slidable vanes engaging the inner wall of the cylinder so that a variable volume is defined between successive vanes as the rotor rotates are well known in the artfGenerally these devices are utilized as fluid pumps or fluid actuated motors. Thus by introducing an expanding fluid between successive vanes, rotation of the rotor will be caused as the volume between the vanes increases, the pressurized fluid being exhausted as the volume decreases. Examples of su'chprior art devices are found in U.S. Pat Nos. 3,529,909 and 3,539,28l.

in a proposed design of a rotary internal combustion engine utilizing such a cylinder, rotor, and radially slidable blade or vane arrangement, a four cycle operation has been necessary; that is, two complete rotations of the rotor occur for each power portion of the cycle, combusting gases acting on the blade during one rotation and the gases being exhausted during the second rotation. There has not heretofore been provided a two cycle rotary system wherein a firing for each blade occurs each revolution.

Further, in such prior art systems as have been proposed additional problems are encountered which have rendered any contemplated prior art design impractical. More particularly, there is involved a large amount of friction between the blades and the inner wall of the cylinder. This problem has been solved in the past by permitting the cylinder to rotate with the rotor. However, because of the off center mounting of the rotor in the cylinder the only time that the rotor and cylinder are traveling at exactly the same speed is at the point of tangency of the rotor with the cylinder.During the remaining portion 'of the rotation cycle, there is still sliding friction between the ends of the blades and the inner wall of the cylinder. I

Another major problem involves the engagement force of the rotor with the inner wall of the cylinder at the point of tangency. To provide a seal at such point to confine an expanding mixture of gases requires a pre-loading force on the bearings. When the pressure of the expanding gases is extremely high, this preloading force must be made extremely large. As a result, there is necessarily involved a large bearing friction which can cause severe wear on the bearings and inefficient operation of the engine.

Still another example of a major problem is that of proper cooling of the combustion chamber area and a feasibles'ystem for exhausting burnt gases and introducing fresh air and providing for complete burning to reduce smog forming ingrediants.

Many other problems have also been encountered with respect to compression ratio control, proper sealing, and minimization of blade friction in itsradially sliding motion in the rotor.

As a consequence of all of the foregoing there has not heretofore been provided a practical and efficient rotary type internal combustion engine of the type utilizingv an off center rotor with slidable vanes or blades even though some success has been achieved wherein the principles involved are utilized in pumps and compressors.

BRIEF DESCRIPTION OF THE INVENTION The present invention contemplates a rotary internal combustion engine utilizing an off center rotor in a cyl inder with one or more blades in the rotor wherein the various problems heretofore encountered in prior art structures are eliminated or sufficiently reduced that a practical and efficient engine results. a

More particularly, the rotary internal combustion engine of the present invention includes a casing, a cylinder mounted in the casing for free rotation about a first axis, and a rotor mounted in the casing for rotation within the cylinder about a second axis spaced from and parallel to the first axis such that a peripheral portion of the rotor always tangentially engages the inner wall-of the cylinder to provide a seal at the point of tangential engagement. At least one and preferably a plurality of blades radially slidable in the rotor towards the inner wall of the cylinder are provided so that a variable volume is defined between successive blades and the tangent point as the rotor rotates. The seal confines an expanding mixture of burning gas and air within the volume behind the blades after each passes the point of tangency so that a driving force is applied to rotate the rotor.

A novel feature of the engine is the location of the combustion chamber in the blade itself together with intake and exhaust allowing each blade to fire once every revolution. For the preferred three blade engine, the combustion gases are discharged into fresh air at approximately rotation from initial combustion, thus coping with the normal heat problems and providing a large horsepower to weight ratio. Likewise, this essentially 2 cycle rotary operation reduces friction by firing every revolution and is thus more efficient. Also, efficiency is further increased by a high potential compression ratio, and the fact that a three blade engine would be equivalent to a six cylinder, four cycle conventional engine- For current environmental purposes the high compression ratio reduces the hydrocarbons and the short combustion to fresh air time reduces carbon monoxide and nitrogen oxide.

Major features of this invention in addition to the foregoing include:

1. Unique biasing means urging the blades towards the inner wall, the biasing means including means for limiting the extent that the blades can move radially outwardly such that the ends of the blades are prevented from engaging the inner wall of the cylinder over a given circumferential distance of the inner wall diametrically opposite the point of tangency so that the average friction between the ends of the blades and the interior wall over one complete rotation of the rotor is reduced by more than fifty per cent.

2. The opposite side walls of the cylinder enclosing the outer sides of the rotor are provided with gas exhaust and air intake openings circumferentially spaced symmetrically with respect to the first axis so that a given circumferential segment of the openings is exposed between the peripheral portion of the rotor and the inner wall of the cylinder diametrically opposite the point of tangency and the remaining circumferential provided for exerting a force tending to spacethe first and second axes of rotaion for the cylinder and rotor respectively further apart to thereby adjust the forceof tangential engagement of the rotor with the inner wall of the cylinder in-a'ccordance with the pressure of the expanding mixture of gases and thereby assure integrity of the seal and minimize bearing wear.

BRIEF DESCRIPTION OF THE DRAWINGS A better understanding of the foregoing as well as additional features and advantages of the present invention will be had by now referring to the accompanying drawings, in which:

FIG. 1 is a perspective view of the rotary internal combustion engine of this invention;

FIG. 2 is a partial cross-section taken inthe direction of the arrows2A-2 of FIG. 1;

FIG. 3 is another partial cross-section taken in the direction of the arrows 33 of FIG. 1; FIG. 4 is a fragmentary cross-section taken in the di rection of the arrows 44 of FIG. 3;

FIG. 5 is an enlarged cutaway perspective view of the engine with a major portion of the casing removed to expose the major components;

FIG. 6 is a fragmentary cross-section taken in the direction of the arrows 66 of FIG. 5 showing a first type of combustion chamber valve means in a first position;

FIG. 7 is a view similar to FIG. 6 but showing the valve means in a second position during a subsequent portion of the rotation cycle;

FIG. 8 is an enlarged elevational view of the cylinder and rotor partly in cross-section illustrating hold-off means for the rotor blades; 1

FIG. 9 isa view similar to FIG. 8 after asixty degree rotation of the rotor;

FIG. 10 is a fragmentary view partly in cross-section and partly in full lines of internal portions of the engine showing certain modifications;

FIG. II is a fragmentary cross-section in the direction of the arrows 11-11 of FIG. 10;

FIG. 12 is a schematic diagram illustrating throttle, ignition, and pre-load control means; v

FIG. 13 is a perspective view of the engine rotor useful in explaining certain features of the invention;

FIG. 14 is a cross-section taken in the direction of the arrows l4l4 of FIG. 13;

FIG. 15 is a fragmentary exploded perspective of a part of the rotor and associated blade;

FIG. 16 is an enlarged perspective of one of the rollers in FIG. 15; and,

FIGS. l7, l8, l9 and are diagramatic showings of the rotor and cylinder illustrating successive positions throughout a complete cycle useful in explaining the overall operation of the'engine.

DETAILED DESCRIPTION OF THE INVENTION output shaft 11 extends from the casing as shown. Fuelv 4 and oil inlet lines in-turn are shown'7'at l 2 and 13 extending into the opposite side of the'casing. Also schevmatically illustrated is amanual throttlecontrol 14 extending into the casing. a

Inlet air for mixture with fuel passes through an air filter 15 into the casing to an air blower 16 shown in the broken away portion. An alternator 17 may be mounted on the casing and driven from the drive shaft 11 by a pulley belt 18. An exhaust passage for burnt gases is shown at 19 extending from the opposite'side of the casing.

- Referring now to FIGS. 2 and 3, further details of the engine are shown. Referring first to FIG. 2, a cylinder 20 is mounted in the casing for .rotation about a first axis P normal to the plane of the drawing. A rotor 21 of smaller outside diameter than the inside diameter of the cylinder in turn is mounted to the casing for rotation in the cylinder about a second axis P spaced from and parallel to the first axis P such that a peripheral portion of the rotor always tangentially engages the. inner wall of the cylinder. This point of tangential engagement is designated by the letter T. a

As shown, there are provided a-plurality of circumferentially spaced slidable blades, preferably three in number designated by the letters A, B and C adapted to projectfrom the periphery of therotor 21 towards the inner wall of the cylinder 20.. This inner wall of the cylinder isdesignated bythe numeral 22.

Opposite side Walls of the cylinder 20 are designated at 23 and 24 enclosing outer sides of the rotor so that a variable volume is defined between successive blades as the rotor and cylinder rotate. The side walls 23 and 24 are provided with gas exhaust openings 25 and air intake openings 26 circumferentially spaced symmetrically with respectto the first axis P,. Because of the off centering of the rotor axis P a given circumferential segment of the openings is exposed between the peripheral portion of the rotor diametrically opposite the point of tangency T and the inner wall of cylinder, the remaining circumferential segment ofopenings being eclipsed by the sides of the rotor. The eclipsed openings are indicated in dotted lines.

Still referring to FIG. 2, thereis shown to the right schematically the blower 16 for passing air through air passage means 27 wherein the air is directed through the air intake openings 26. Exhaust gases, as will be come clearer as the description proceeds, exit from the exhaust openings 25 through suitable exhaust passage means connecting with the exhaust 19.

In accord with an important'feature of this invention there is provided an auxiliary air passage for receiving air from the intake passage 27 and circulating this air to the lower portion of the rotor and cylinder. This auxiliary air passage is designated by the dashed lines 28 in FIG. 2. It will be noted that the rotor blades A, B and C are slidable in slots 29, 30 and 31 respectively formed in the rotor. Air in the auxiliary passage 28 can pass into suitable passages in the rotor around portions of the slot areas to cool the blades as indicated by the dotted line transverse passages in the rotor shown in FIG. 3. I

Referring, now FIGS. .3 and 4 wherein identical numerals, indicate corresponding portions described in FIG. 2, the arrangement of the cylinder with the off center rotor can better be understood. .Thus, the mounting for the cylinder 20 for rotation about the axis P takes the form of bearings 32 while the mounting for the rotor for rotation about the spaced parallel axis P takes the form of bearings 33. The bearings 32 on the left and right side of the cylinder are mounted on movable bearing blocks the left side one of which is designated at 34. These blocks in turn rest on adjustable pre-loading means in the form of screws, the left one being shown at 35. With this arrangement, a preloading means is provided wherein by threading the screws 35 in or out the spacing between the first and second axes P and P can be increased or decreased to therebyvary the engagement force of the rotor against the inner wall of the cylinder at the point of tangency.

A unique feature of the foregoing pre-loading means is the fact that it may be coupled for automatic adjustment by a throttle rod 36 which is turned upon actuation of the throttle means 14. This coupling is indicated by the dashed line 37 and effectively provides for an arrangement whereby the amount of pre-loading is in accordance with the pressure of expanding gases when combustion takes place.

Referring now to the fragmentary cross-section of FIG. 4, it will be noted that the gas exhaust and air intake openings 25 and 26 formed in the side walls of the cylinder 20 are slanted relative to the planes of the side walls in a direction to provide a scoop effect or positive pressure for the incoming air and a venturi effect or negative pressure for the exhausting gases when the cylinder is rotating.

With reference now to the enlarged cutaway perspective view of FIG. 5, most of the various components described are shown and designated by the same numerals. In this FIGURE the blade A is shown cutaway in cross-sectionso that details thereof are visible. The remaining blades B and C are identical in construction and thus a detailed description of the blade A will suffice for all.

' Essentially, there is provided a biasing means in the rotor slots for each of the blades urging the blades radially outwardly. In FIG. 5, this biasing means takes the form of a pair of coiled springs 38 and 39 surrounding pins such as indicated at 40 for the spring 38. The lower end of the pin 40 is secured to the blade A and its upper end terminates in an enlarged head 41. The length of the pin 40 is dimensioned such that the head 41 will seat on an annular shoulder stop 42 thereby limiting the radial extent of the blade from the periphery of the rotor. This means for limiting extent prevents the ends of the blades from engaging the inner wall of the cylinder over a given circumferential distance of the inner wall diametrically opposite the point of tangency so that the average friction between the ends of the blades and the interior wall over one complete rotation of the rotor is reduced. The significance of this arrangement will also become clearer as the description proceeds.

Referring now to the blade A itself as shown in FIG. 5, the lower tip portion includes a combustion chamber 43 and co-operating valve means in the form of an elongated block member 44 pivoted for rocking movement about an axis parallel to the rotor axis. As mentioned, the remaining blades B and C include similar combustion chambers and valve means.

Referring to the central portion of FIG. 5, details of the fuel and oil line inlets l2 and 13 described briefly" in FIG. I will become evident. As shown, there is provided a sleeve 45 concentric with the output rotor shaft 11. The fuel inlet line 12 extends along a fuel passage- 46 formed in the lower portion of the, sleeve 45 and terrotor shaft rotates with theroto'rwhile' the sleeve 45 is stationary, suitable 0 rings are positioned on either side of the annular groove to provide'a rotary seal. Fuel received in the groove 47 passes through suitable passages to the combustion chambers of each of the blades. One such passage for the blade A is shown in dashed lines at 48. I

The oil inlet 13 in a similar manner connects to another passage 49 formed: in the upper portion of the sleeve 45 where oil passes into the interior of the rotor shaft 11 and also into an annular groove adjacent to the groove 47. Referring to the lower portion of the annular oil groove, there is illustrated a wick 50 associated with the blade A together with small passages to conduct oil from the wick to interior cavities housing the biasing means in the form of the pin 40 and spring 38. It will be understood that similar small oil passages and associated wicks are circumferentially positioned about the central portion of the' rotor for conducting oil to the biasing means for the other blades B and C.

In accord with an important feature of the present invention, there is provided an additional blade hold-off means forming part of the throttling structure for controlling the speed of rotation of the engine. Some of the component parts of this hold-off means are shown for the blade A in FIG. 5 and will be described briefly at this time. As shown, the throttle rod 36 passing concentrically within the output rotor shaft 11 includes a cam 51 having a single lobe arranged to be engaged by a cam follower 52. In this respect, it should beunderstood that the cam 51 assumes a stationary position as .set by the throttlerod 36, the cam follower 52 and two other cam followers associated with the blades B and C being arranged to engage the cam lobe 51 as the rotor shaft 11 rotates with the rotor about its axis at a point in time'determined by the setting of the throttle rod.

Referring to the blade A in FIG. 5, there is shown a hold-off arm 53 which is linked to the cam follower 52 by a mechanism to be described subsequently.

First, reference is had to FIG. 6 which is a fragmentary cross-section of the combustion chamber in the blade A in the direction of the arrow 6-6 of FIG. 5. In FIG. 6, it will be noted that the combustion chamber includes inlet and outlet ports 54 and 55 at its front and back sides respectively adjacent to its extended end. These ports are actually elongated to'form an opening of slot like structure along the width of the blade involved. This elongated configuration is clearly visible for the inlet port of the blade C shown in fragmentary view in FIG. 5.

Referring back to FIG. 6, it will be noted that the rotor carries a fuel injection means in the form of a fuel injector 56 juxtaposed to the outletport 55 leading from the combustion chamber. The elongated valve means in the form of the block 44 is pivoted at 57 intermediate its ends for rocking movement about an axis as described heretofore as being parallel to the axis of the rotor. The opposite ends of the member 44 are juxtaposed the inlet and outlet ports 54 and 55 respectively such that when the member is rocked to a first position as shown in FIG. 6, the inlet port 54 is opened and the outlet port 55 is closed. It is to be noted that the pivot point 57 is slightly to the right of the center of gravity of the block member indicated at 58. Radial lines L and L define by their separation distance a moment arm tending to rotate the block 44 in a counterclock- I wise direction as a consequence of centrifugal force when the rotor is rapidly rotating.

FIG. 7 shows a subsequent position of the rotor wherein the block member 44 is rocked to a second position wherein the inlet port is closed and the outlet port is open. It will be noted that in this second position the center of gravity along the line L is further to the left of the pivot point along the line L, so that an increased moment arm is provided tending to hold the block member in the second position by centrifugal force. By thus locating the center of gravity of the member between the pivot point and the one end juxtaposed to the inlet port, the block member is always biased to its second position by the action of centrifugal force in the absence of pressure differentials.

It will be understood that the remaining blades B and C are provided with similar combustion chambers, associated fuel injectors, inlet and outlet ports and rocker type valve means corresponding to those described in FIG. 6 for blade A.

As the rotor rotates as indicated by the arrows and a blade is compressing air in front of it as it approaches the point of tangency T air pressure at the inlet port'54 acts on the end faceof the valve to rotate the valve block 44 to its first position wherein the outlet port 55 is closed off. Air is thus compressed under veryhigh pressure in the combustion chamber 43.

When the rotor and blade reach the position past the point of tangency T as illustrated in FIG. 7, the pressure at the inlet end of the inlet port 54 suddently drops. This reduction of pressure in conjunction with the in creased moment arm for the centrifugal force results in the block member rocking to its second position as shown in FIG. 7 thereby opening up the outlet port 55. Fuel is then injected by the fuel injector 56 and ignited to cause combustion and the resulting expansion of gases through the outlet port into the volume between the back of the blade and the point of tangency T. The expansion pressure in the combustion chamber acts on the open face of the member to hold its opposite face sealed against the inlet port. Referring now to FIGS. 8 and 9, further details of the additional blade hold-off means briefly described in conjunction with FIG. 5 are shown. It will be recalled in conjunction with the description of the biasing means for each of the blades in FIG. 5, there was included the pin within the biasing springs for limiting the extent that the blades can move radially outwardly. Thus in FIG. 8 in the position of the blades B and C, it will be noted that they are held spaced from the inner wall 22 of the cylinder 20 by the distance D. Accordingly, although the cylinder 20 is driven to rotate with the rotor 21 as a consequence of the engagement of the rotor with the inner wall 22 of the cylinder at the point of tangency, there still would result slight relative movement between the ends of the blades and the inner wall 22 at points other than the point of tangency if the ends of the blades actually engaged the inner wall. By holding off the blades from the wall during portions of the cycle other than when air is being compressed and when the gases are expanding, such additional friction is avoided whereby the average friction between the ends of the blades and the interior wall of the cylinder over one complete rotation of the rotor is substantially reduced.

In accord with theadditional blade hold-off means associated with the throttle, the circumferential. extent of the compression portion of the cycle can be adjusted thereby adjusting the degree of compression and thus the resulting expansion force of burning fuel acting on the rotor to drive the same.

This throttling action is effected by setting of the cam 51 described in FIG. 5 and shown on the throttle'rod 36in the center of FIG. 8.The cam follower 52 and blade lift arm 53 also described in FIG, 5 are also shown in FIG. 8. The intermediate coupling between these members takes the form of a link pivoted in termediate its ends to the rotor as at 61 and arranged with slots at its opposite ends to receive pins 62 and'63 secured respectively to the members 53 and 52.

The remaining blades B and C include similar interconnecting mechanisms.

With the cam 51 set in the position shown-on the throttle rod 36, it will be evident that as rotation of the rotor takes place, the respectivecam followers will be freeof the cam surface until they reacha certain rotative position wherein the lobe is engaged by the cam follower. I

For example, referring to FIG. 9, the rotor is shown rotated 60 in a clockwise direction from its position depicted in FIG. 8. In the position of FIG. 9, it will be noted that the cam foll'oweriassociated with the blade C has engaged the lobe of the cam surface 51 thereby rotating the link in a counterclockwise direction to pull onthe'blade lift arm and thus hold the blade C out of engagement with the interior wall 22. There is thus'left a gap indicated at d so that no compression of air can start until suchtime as the end of the blade C actually engages the inner wall 22.

The setting of the cam 51 as shown insolid lines in FIGS. 8 and 9 corresponds to a throttled condition wherein the engine would simply be idling. This condition results, a stated because of very small air compression in view of the fact that the blades are held off from engagement with the inner cylinder wall until just before the point of tangency is reached.

lf now the cam 51 is reset slightly as by rotating the throttle rod in a clockwise direction so that the cam assumes a dotted line position as shown at 51', none of the cam followers will engage the lobe so that the blades will engage the inner wall 22 considerably sooner during the circumferential portion of the compression cycle resulting in a greater volume of air being compressed. Under these. circumstances, the engine would be operating at maximum speed.

A unique and advantageous feature of the foregoing is the fact that the cam surface is not engaged when the engine is operating at maximum rpm so that no friction is involved with this cam arrangement at high speeds. On the other hand, the cam surface will be engaged by the cam followers under throttling conditions but under these conditions, the rotor is rotating fairly slowly and thus friction between thecam follower and cam surface is not an important consideration.

Referring now to the fragmentary cross-section of FIG. 10, most of the components already described are shown. In fact, the structure of FIG. 10 differs only from that shown in FIG. 5 in two respects. First, the pre-loading means takes the form of hydraulic cylinders such as indicatedv at 64 rather than threaded screws for changing the engagement pressure between the rotor and cylinder at the point of tangency and, sec- 9 ond, there is provided a cam actuated valve means for the combustion chamber. Other than thesetwo modifications, all of the components shown in FI Ga-l2 are identitial to those described. 1

With respect to the modification in the pre-loadihg means,'-the hydraulic cylinder 64 may be connected to be respohsive direetly to the pressureof expanding gases iri back of each rotoi blade immediately afterignition. Bythis arrangement, if the pressuie is very high in back-of the rotor blade, the hydraulic pressure appliedto the cylinder such as iiidicated at 64 is made very high thereby tendirig to lift the hearin block 34 and increase the engagement force at the point of tangeii'cy between the qthr and the miter wall of the cylinder. This increased foree is necessary to iii'siirea seal of proper integrity agaihst the high piessure of the eit- Pahding I k i J On the other hahd; if the engitie is simply idli'rig wherein the pressii'r'e of ekpah'diriggases is r lativ ly small, the hydraulie pressuie applied to the eylinder 64 is automatically decreased E that the eh' a 'eirreh't force at the poiht of tang Between the rotor and inner will of the c hdrsr' is decrea e theieby relievirig strain oh the hearings arid yet still maintaiiiihg a proper seal.

A similar erid r'esuit isaccomtilshecl aesc'riiiea by the mechanical Yco'nh'ection between tlie ioltoishaft 36 and the pre-loading screw's sir-(sari iii F168,; and 5.; The use of hydraulic ers a's showh iii FIG. 1 0 simply constitutes an trite native rr ieans o iii'ovidihg preloading n accordarice with the hressir're of'eitpahding gases. A j I k V I A The seCOhdittbdifitiatibit illustrated FIG. 10 Constitutes an addi actuating a combustion valveto used place of the rocker type valve block iii nos. 6 arid'hlii this se sbhd modification. the ah is modified slightly in shape as desighaied by h rhera l 43? 1h FIG. 10. The

valve means itself includes a valve head 66 cohnected to a cam follower for the, valve cam 65. V l

The rrrreghih'ghupithg, orrhee iqrrs Cari best he uhderstood by rerereh'e to F 11 wherein the combus tion chamber 43' iii the modified blade A'vis piovided with inlet andotitlet parts 54/ and 55'. hi FIG. 11 the outlet port 55 is showh iii its open ositioh preparatory to receiviiig fuel from the fuel iiijector', the valve head 66 heirr'g ais ed up; y W A l I A q As shown the valve l'iead has a valve stern 67 passing radially fror'nj the coinhustion charhhler towards the center of theroller. This 'valve stem 67 ihcludes an intermediate flange 68, the upperend passing into a cavity forming part of a follower 69 cooperatihg with the cam sufface 65. 4 fitst compi'essiori shrihg 70 is disposed betweeii thelower structure of the cam follower 69 and the top ofthe flange 8 arid a second compression spring 71 is disposed hetweetit'he lowerierid of the flange 68 and thetts spertiefi 6f the Blade A w I The second sprih'gji is somewhatstro'n'ger than the through a valve stem a'hd a suitable lost motioii linkage first spring 70 so that the valve h aq 66 is held ih its u position when the earn ron w rw is permitted to exr' tend its distaiice radially by thecam: surface 65. It will be appreciated that Whtii-theibtoi. is in a io tativ bjd itlii Slightly couh te rclOCkwise-to follower- 69- that showh in FIG. 11 wherein th a v would be on the lobe" or enlarged portion of the cam further compressioh of the spririg 70 would resulthal earn 65 oh the thrhttie fed 36 or the force of spring 71 and hold the valve'head 66 in its lower positionthereby bloekirig' 'th efoutlet port 55'. The inlet port 54, in turn,1 is provided with a simple pressure responsive valve which will close off the port when the pressure in the combustion'chamber 43 is higher than the pressure in front of the blade and will open when the pressure in front of the blade is greater than the pressure in the combustion chamber.

Bearing in mind the fact that the cam 65 is stationary while the rotor and rotor shaft 11 rotate in a clockwise direction, it will be appreciated that the valve head is biased to a first position closing the outlet port by a first portion of the cam surface and the coupling means during the compressioh of air and is actuated to a second position by a secoiid portion of the cam surface and the couplihg means asthe blade passes the point of tangential engagement. The pressure responsive valve at the inlet port, as described is responsive to air pressure at the front of the blade during compression to open and to pressure in the combustion chamber to close after the blade passes the point of tangential engagement.

It should also be noted in connection with the above thatthe timing of the closing of the valve head is automatically adjusted by rotation of the throttle rod which rotation changes the position of the actuating cam 65.

t In the lowerright hand portion of FIG. 12 there is shown the fuel injector 56. As described heretofore, this fuel injector is positioned juxtaposed the outlet port of thecombustion chamber, there being a separate fuel injector carried by the rotor for each blade. On either side of the fuel injector 56 there are provided ignitioii means in the form of spark plugs 72 and 73. Two

spark plugs are preferable in view of the elongated nature of the outlet port opening'for the combustion chamber; that is, extending across the width of the blade.

Electrical connections from the injector 56 and spark plugs 72 and 73 connect to slip ring means. 74 carried on the rotor. Cooperating with the slip ring means 74 are brush means carried in the casing engaging the slip rings. An electrical signal generating means 75 provides a given signal at a given time to the center brush means connecting to the slip ring for actuating the electrically operated fuel injector 56. Ignition signal generating means in turn are provided on the two outside brushes for the spark plugs 72 and 73 through contacts 76 A first three lobe cam 77 connected for rotation with the rotor shaft 11 actuates a make and break contact 78 passing into the electrical signal generating means 75'. A second input 79 controlled by the throttle l4=also passes an electrical signal into thesignal generator 1.75. This signal is derived from a resistance R connected between a voltage source and groundsuch lead 79.- This signal when compared with the signal from the lobecontact 78 operates to provide an output .signal of given duration which in turn determines'the amount of fuel injected-by the injector 56. In otherwords, by a simple solenoid in the fuel injector56, the duration of time that the fuel injector is open to pass fuel from the passage 48 connecting to the annular groove 47 in turn communicating withthe fuel passage 46 is controlled by the length of the given signal which in turn is controlledlby the throttle. Thus athro ttling effect is provided in addition to the control of the preloading means by controlling the amount of fuel injected. I Y i I i As an optional feature, an ambient pressure detecting means indicated at 80 may be'mechanically connected to a tap on a second resistance R connected in series with the first resistance R, between the voltage source and ground. Thisarrangement provides for an automatic adjustment of the signal applied on the inputlead 79 to the generator 75 to compensate for variation in altitude at which the engine might be operating. Thus for a given throttle setting, the amount of fuel injected will be a function of the ambient air pressure.

In the schematic illustration of FIG. 12, the throttle I4 is shown-coupled at 37 tothe pre-loading means indicated by the block-81. As'described heretofore, this pre-loading means may take the form of a direct mechanical connection to screws or to a hydraulic system for controlling the hydraulic pressure in a cylinder if such a hydraulic cylinder is used as shown in FIG. 10.

The ignition of the fuel-air mixture by the spark plugs 72' and 73 takes place when the contact arm 76 is closed. The'timing of the ignition is accomplished by an additional three lobe cam 82 mounted on the rotor shaft. In FIG. 12 the lobe 82 is indicated as off-set slightly from the three cam lobe 77 merely to indicate that an adjustment of the time of ignition can be made relative to the time that fuel is injected. Such timing of ignition may also be tied to the throttle control 14 as indicated by the dashed lines.

The physical arrangement of the three lobe earns 77 and 82 together with the slip ring means on the rotor are clearly illustrated in the cutaway view of FIG. wherein the same numerals designate the corresponding parts. T

Referring to FIGS. 13 and 14 a better appreciation of the slip ring means and electrical connections to the fuel injectors and ignition means in the form of spark plugs will be had.- As shown in FIG. 13, in addition to the slip ring means 74 associated with fuel injection and ignition for the combustion chamber in blade A, there are provided circumferentially spaced additional slip ring means having similar connections to similar fuel injectors and ignition means associated with the blades B and C respectively. It will thus be appreciated that as each of the sets passes the brushes, electrical connections are made to the proper fuel injector and spark plugs associated with the blade just passing the point of tangency of the rotor with the cylinder. The arcuate extent of each of the slip rings in each set is sufficient to allow for the adjustment of the signalduration to the electrical fuel injector to control the amount of fuel and to accomodate changes in the point in 'time'th'at ignition takes place.

FIGS. 13 and 14 also illustrate sealing means 83 around the peripheral edges of the rotor on both of its side walls for engaging andsealing against the side walls metal sealing material maybe employed similar to that edge of each of'the rotor slotsas indicated at 84 for the Finally, each of the blades suc h as the blade c illustrated in FIG. includes sealing means along its marginal edgesjuxtaposed to the, side wallsof the=cylinder. This latter sealingmeans on eachside of the blades'includes longitudinal strip portions 85 and 86and small end portions 87 and 88 todefine a: rectangular'configuration. The longitudinal strips 85 and 86 extend a sufficient, distance to assure sealing when the" blade is in its outermost position from the rotor slot.

In order to minimize friction of the various blades sliding in the slots, theremay be provided roller means in: the opposite faces .of the slots receiving the blades; Such roller means are illustrated in the broken away exploded perspective view of FIG. 15 for the slot 31 at 89.

Means indicated at 90 may also be provided for-adjusting'the engaging pressure of the rollers on the sides of the blades when the engine is being assembled.

Thus referring to the enlarged perspective view of FIG. .16, it will be noted that the means90 includes-a shaft extending into the side of the rotor connecting to a roller shaft 91 at an eccentric point 92. The roller 89 itself comprises an outer roller sleeve, there being positioned a series of small bearing rollers between'the sleeve, and shaft 91.

With the foregoing arrangement, it will be evident that rotation of the shaft 90 will effectively cam or change the extent that the roller sleeve protrudes from the side of the slot so that the ;desired adjustment in pressure against the sideof the blade can be achieved.

OPERATION FIGS. l7, l8, l9. and 20 illustrate the relative positions of the rotor and blades after successive 90 rotations respectively to cover one; complete cycle.

Thus referring first to FIG. 17 and considering the blade A, it will be noted that the blade has passed the point of tangency which, -eff ectively, corresponds to a top dead center point in a piston type internal combustion engine. Ignition has taken place and there is shown anexpanding combustible mixture 93in the volume defined between the back of the blade A and the seal effected at the point of tangency T.

In FIG. 18, the blade A has rotated through from its positions shown in FIG. 17 or approximately from the point of tangency T. This circumferential distance is indicated by the numeral 94 and represents the power portion of the cycle, the expandinggases exerting a force on the back of the blade to rotate the rotor and cylinder in a clockwise direction. As the combustion and expansion of gases takes place, the pressure would normally increase but because of the increasing volume as the rotor rotates, the actual pressure or force applied tofthe back of the' blade remains substantially constantl lt shou ldalso be. understood during thepower portion of the cycle that the expandingcombustible mixture exerts a force on the peripheral .portion of the rotor itself acting towards the center .of the rotor to create a component of force against the rotorbearings tending to decrease the engagement pressure of the rotor with the inner wall of the cylinderat the point of tangency T. It is important-that the seal at the point of tangency properly confine the gases and in this respect, the adjustable pre-loading described heretofore being responsive to the pressure of the expanding gases assures the integrity of the seal.

As the blade A passes the initial portion of the exposed circumferential segment of the openings 25 in the cylinder side wall, the expanding gases will exhaust through these openings and this exhausting of the gases is substantially completed over a circumferential distance of approximately forty degrees. The exhaust portion of the cycle is indicated by the numeral 95. It will be understood that the air inlet openings are simulta neously exposed with the exhaust openings so that fresh air passes behind the blade A to aid in purging the we haust gases With respect to the purging of the exhaust gases, because of the unique slanting of the inlet and exhaust openings to provide a scoop effect, the exhausting gases themselves function analogously to jets which provide a further torque or force moment on' the rotor.

At the end of the exhaust portion shown by the numeral 95, the blade A has reached a point approximately 160 from the point of tangency T. Starting at this point, air induction through the cylinder side wall air inlet openings takes place but because the blade A is held off from the inner wall 22 of the cylinder, 21 free flow of air takes place around the end of the blade and there is no frictional engagement of the blade with the inner wall. This situation, as described heretofore, takes place over approximately 120; that is, a major portion of the circumferential extent of the segment of openings that are exposed.

FIG. 19 illustrates the position of the blade A wherein it will be noted it is held off from the inner wall 22 of the cylinder just 'prior to starting a compression portion of the cycle. Normally the compression portion would start at the end of the segment of openings and would extend over an arc of approximately 120 being completed when the blade reaches the point of tangency T or top dead center position. Such would be the situation for maximum compression of the air and in this instance as also described heretofore, the additional blade hold off means coupled to the throttle would not come into play.

After the blade A passes the end of the segment of openings, and sweeps down through the last 120 depicted by the are 97 in FIG. 20, compression of air takes place in front of the blade. If the swept volume is about twenty times the volume of the combustion chamber in the blade, it will be appreciated that a compression ratio of approximately twenty to one is realized. If the additional hold off means for the blade is adjusted by adjusting the hold off cam position on the throttle rod, the start of compression can be delayed until such time as the blade A actually engagesthe inner wall of the cylinder. Thus a variable compression ratio from zero to twenty to one is realizable by the unique additional hold off means constituting part of the throttle control.

Still referring to FIG. 20, the blade A moves the point of tangency T compressing the air in front of, the blade, the inlet port for the combustion chamber being opened and the outlet port in the combustion chamber' being closed. The high pressure of air will thus I build up in the combustion chamber and as the blade A passes the point of tangenciy 'T, the valve means whether it be the rocker type, shuttle 'type valve or cam described in FIG. 17.

, The foregoing complete cycle is simply repeated it being understood that each of the blades functions in the same manner so that there are actually three power cycle portions for each complete rotation of the rotor.

The delivery of fuel and lubricating oil and the ignition system and other similar details have been described. lt will be appreciated, accordingly, that the exact point that ignition takes place is adjustable as well as the quantity of actual fuel injected and the amount of air to be compressed, this latter control be effected by the additional blade hold off means. These variables are tied to the throttle or may be independently adjusted if desired.

From the foregoing description, it will be evident that the present invention has provided a vastly improved rotary internal combustion engine utilizing slidable blades wherein the various problems encountered with prior art engines have been eliminated or at least substantially reduced.

More particularly, the unique blade hold off means limiting the circumferentially extent of a complete cycle that the ends of the blades engage the inner wall of the cylinderfurther decrease friction in addition to the reduced friction realizable by having the cylinder rotate with the rotor. Moreover, bearing wear and the like is minimized by the unique adjustable pre-loading means and there is insured the integrity of the seal at the point of tangency. Finally, the provision of the air inlet and exhaust openings in the side walls positioned to define a given circumferential segment of exposed openings provides-for an air intake and exhaust system which is extremely efficient, assures complete burning of gases and proper exhausting of the burnt gases and further assures sufficient cooling for proper operation of the engine.

l. A rotary internal combustion engine including, in

combination: a. a casing; b. acylinder mounted in said casing for free rotation about a first axis; .c. ;a,rotor mounted in said casing for rotation within said cylinder about a second axis spaced from and parallel to said first axis such that a peripheral portion of said rotor always tangentially engages the inner wall of said cylinder to provide a sea] at the point of tangential engagement;

d. at least one blade radially slidable in-said rotor towards the inner wall of the cylinder so that a variable volume is defined between the blade-and the point of tangency as the rotor rotates;

e. combustion chamber means insaid bladeito provide an expanding mixture of burning gas and air within the volume behind the blade after it passes the point of tangency to provide a two cycle operation;'and,

flopposite side walls on saidjcylinder enclosing the outer sides of the rotor having gas exhaust and air intake openings circumferentially spaced symmetrically with respect to said first axis so that a given circumferential segment of the openings is exposed between a peripheral portion of the rotor and the inner wall of the cylinder diametrically opposite the point'of tangency and the remaining circumferential segment of openings is eclipsed by the outer sides of the rotor, whereby burnt gases can be exhausted and fresh air inducted through said open ings, respectively, after burning is completed. 2. An engine according to claim 1, including biasing means urging the blade towards said inner wall; and means for limiting the extent that said blade can move radially outwardly such that the end of the blade is prevented from engaging said inner wall over a given circumferentially distance of the inner wall whereby the average friction between the end of the blade and the interior wall over one complete rotation of the rotor is substantially reduced and whereby the volume of intake air compressed can be controlled.

3. A rotary internal combustion engine comprising,

in combination: I I

a. a stationary casing; I

b. a cylinder mounted in said casing for rotation about a first axis;

c. a rotor of smaller outside diameter than the inside diameter of the cylinder mounted in said casing for rotation in said cylinder about a second axis spaced from and parallel to said first axis such that a peripheral portion of the rotor always tangentially engages the inner wall of the cylinder, said rotor having a plurality of circumferentially spaced radial slots in its periphery; t

' d. a plurality of circumferentially spaced radially slidable blades in said slots adapted to project from the periphery of the rotor towards the inner wall of said cylinder;

e. opposite side walls on said-cylinder enclosing the outer sides of the rotor so that a variable volume is defined between successive blades as the rotor and cylinder rotate, the side walls having gas exhaust and air intake openings circumferentially spaced symmetrically with respect to said first axis so that a given circumferential segment of the openings is exposed between a peripheral portion of the rotor diametrically opposite the peripheral portion in tangential engagement and the inner wall of the cylinder, and the remaining circumferential segment of openings is eclipsed by the sides of the rotor;

f. exhaust passage means in said casing for receiving exhaust gasesfrom said exhaust openings;-

g. air passage means in said casing for directing air through said air intake openings;

. 16 h. biasing means in said rotor urging p I ally outwardly; and i. combustion meansfor introducing an ignited com- 'bustible' mixture in the volume'iri of a blade after passing the pOinfthatsaidrOtOr tangentially engages-the inner wall of said cylinder, the mixture expanding during combustion to exert a driving force on the back of the blade to cause rotation of the rotor', said cylinder beingdriven by the rotor in the same rotational directionat the'point of tangential engagemenu the combustion mixture exhausting from the exhaust openings in the cylinder side wall when the blade passes the initial point of said given circumferential segment of'the openings.

4. An engine accordingto claim 3, in which air passes through said inlet openings in said given circumferential segment to purge the exhaust gases and fillv the expanded volume in back of said blade and in front of the next succeeding'blade, said openings being slanted relative tothe planes of the cylinder side walls in a direction to provide a scoop effect for the incoming air and exhausting gases when thecylinder is rotating.

5. An engine accordingto claim 4, in which said casing defines .an auxiliary air passage for passing air through at least some of the air inlet openings in said remaining circumferential segment of, openings eclipsed by the sides of the rotor to cool the portion of the rotor and blade aroundthe combustion area.

6. An engine according to claim 3, in which said casing includes adjustablepre-loading means for applying a force on the mounting forisaidcylindertendingto move said first axis of rotation further from said second axis to'provide an adjustable pre-loading of the force of tangential engagement of the rotor'with the inner wall of the cylinder in accordance with the pressure of the expanding mixture whereby an effective seal at the point of tangency is provided-to confine the expanding mixture when exerting a drivingforce on the back of the blade.

7. An engine according to claim 3, in which saidbiasing means in said rotor includes means for limiting the extent that said blades can move radially outwardly such that'the ends of the blades are prevented from engaging said inner wallofth'e cylinder'over the major portion-of said given circumferential segment of openings whereby the average friction between theends of the blades and the interior wall over one complete rotation of the rotor is reduced.

8. An engine according to claim 3, in which air passes through said inlet openings in said given circumferential segment to purge the exhaust gases and fill the expanded volume in. back of said blade and in front of the next succeeding blade, said air then being compressed after said next succeeding blade passes the end point of said circumferential segment of openings, each of said blades including a combustion chamber having inlet andoutlet ports at-its frontahdback sides respectively adjacent to its extended end, and valve means for opening theinlet port and closing the outletport during the compression of said air and then opening the outlet port and closing the inlet port as the blade is passing said.poiht1of tangential engagement, said combustion means including means carried in said rotor associated with each blade for injecting fuel into the outlet port of the associated'blade when the outlet port is opened to that when said member is rocked to a first position, said inlet port is opened and said outlet port is closed and when rocked to a second position said inlet port is closed and said outlet port is opened, the center'of gravity of said member being positioned between the pivot point and'the one endjuxtaposed to said inlet port so that in the absence of pressure differentials said member is biased to said second position by action of centrifugal force from rotation of said rotor.

10. An engine according to claim 8, in which said rotor is mounted on a hollow shaft constituting the output shaft for said engine, said shaft being supported in said casing for rotation with said rotor by bearings, said valve means including a stationary cam surface in said hollow shaft and further including for each blade a valve head in the combustion chamber having a valve stem passing radially from the combustion chamber towards the center of the rotor, the valve head closing said outlet port when in a first position and opening said outlet port when in a second position; coupling means between the valve stem and said cam surface such that said valve head is biased to said firstposition by a first portion of said cam surface and said coupling means during the compression of air and is actuated to its second position by a second portion of said cam surface and said coupling means as the blade passes said point of tangential engagement, said valve means further including a pressure responsive valve at said inlet port responsive to air pressure at the front of the blade during compression to open and to pressure in said combustion chamber to close as said blade passes said point of tangential engagement.

II. An engine according to claim 8, in which said rotor is mounted on a hollow shaft constituting the output shaft for said engine, said shaft being supported in said casing for rotation with said rotor by bearings; throttle means in the form of a rod axially extending into said shaft; a cam surface on said rod; and a plurality of intercoupling means carried in said rotor and hollow shaft and connected to said plurality of blades respectively, said intercoupling means being positioned to be successively actuated when passing said cam surface to hold its connected blade off from said inner wall after passing said end point of said circumferential segment for a given circumferential distance so that the point on said inner wall at which compression of air starts can be adjusted by rotationally adjusting the position of said cam surface by said rod.

12. An engine according to claim 11 in which said casing includes adjustable pre-loading means for applying a force on the mounting for said cylinder tending to move said first axis of rotation further from said second axis to provide an adjustable pre-loadingof the force of tangential engagement of the rotor with the inner wall of the cylinder, said preloading means being coupled to said throttle means so that the amount of pre-loading is a function of the setting of said throttle means whereby an effective seal at the point of tangency is provided to confine the expanding mixture when exerting a driving force on the back of the blade.

13. An engine according to claim 11, in which said means carried in said rotor associated with each blade for injecting fuel comprises an electrically operated fuel injector, said combustion means further including ignition means adjacent to the outlet of said fuel injector in said rotor; slip ring means on said rotor electrically connected to said fuel injector; brush means carried in said casing for engaging said slip ring means; an electrical signal generating means for passing a given signal at a given time to said brush means to thereby inject a given amount of fuel as determined by said signal into the combustion chamber at the time said outlet. port is opened by said valve means.

14. An engine according to claim 13, in which said electrical signal generating means is coupled to said throttle means so that said given signal is determined by the setting of said throttle means.

15. An engine according to claim 14, including ambient air pressure detecting means connected to said electrical signal generating means such that the amount of fuel injected is a function of the ambient air pressure.

16. An engine according to claim 13, in which said ignition means comprises at least one spark plug associated with each blade connected to said slip ring means; and spark plug ignition signal generating means for providing a signal to said spark plug through said slip ring means at a given point in time.

17. An engine according to claim 16, in which said spark plug ignition signal generating means is responsive to the setting of said throttle means so that ignition is timed in accordance with the setting of said throttle means.

18. An engine according to claim 8, in which said rotor is provided with sealing means around its peripheral edges for engaging and sealing against the side walls .of said cylinder, each of said blades including sealing means along its marginal edges juxtaposed to said side walls, and transverse sealing means along the peripheral edges of the rotor slots receiving the blades.

means on said blades. 

1. A rotary internal combustion engine including, in combination: a. a casing; b. a cylinder mounted in said casing for free rotation about a first axis; c. a rotor mounted in said casing for rotation within said cylinder about a second axis spaced from and parallel to said first axis such that a peripheral portion of said rotor always tangentially engages the inner wall of said cylinder to provide a seal at the point of tangential engagement; d. at least one blade radially slidable in said rotor towards the inner wall of the cylinder so that a variable volume is defined between the blade and the point of tangency as the rotor rotates; e. combustion chamber means in said blade to provide an expanding mixture of burning gas and air within the volume behind the blade after it passes the point of tangency to provide a two cycle operation; and, f. opposite side walls on said cylinder enclosing the outer sides of the rotor having gas exhaust and air intake openings circumferentially spaced symmetrically with respect to said first axis so that a given circumferential segment of the openings is exposed between a peripheral portion of the rotor and the inner wall of the cylinder diametrically opposite the point of tangency and the remaining circumferential segment of openings is eclipsed by the outer sides of the rotor, whereby burnt gases can be exhausted and fresh air inducted through said openings, respectively, after burning is completed.
 2. An engine according to claim 1, including biasing means urging the blade towards said inner wall; and means for limiting the extent that said blade can move radially outwardly such that the end of the blade is prevented from engaging said inner wall over a given circumferentially distance of the inner wall whereby the average friction between the end of the blade and the interior wall over one complete rotation of the rotor is substantially reduced and whereby the volume of intake air compressed can be controlled.
 3. A rotary internal combustion engine comprising, in combination: a. a Stationary casing; b. a cylinder mounted in said casing for rotation about a first axis; c. a rotor of smaller outside diameter than the inside diameter of the cylinder mounted in said casing for rotation in said cylinder about a second axis spaced from and parallel to said first axis such that a peripheral portion of the rotor always tangentially engages the inner wall of the cylinder, said rotor having a plurality of circumferentially spaced radial slots in its periphery; d. a plurality of circumferentially spaced radially slidable blades in said slots adapted to project from the periphery of the rotor towards the inner wall of said cylinder; e. opposite side walls on said cylinder enclosing the outer sides of the rotor so that a variable volume is defined between successive blades as the rotor and cylinder rotate, the side walls having gas exhaust and air intake openings circumferentially spaced symmetrically with respect to said first axis so that a given circumferential segment of the openings is exposed between a peripheral portion of the rotor diametrically opposite the peripheral portion in tangential engagement and the inner wall of the cylinder, and the remaining circumferential segment of openings is eclipsed by the sides of the rotor; f. exhaust passage means in said casing for receiving exhaust gases from said exhaust openings; g. air passage means in said casing for directing air through said air intake openings; h. biasing means in said rotor urging said blades radially outwardly; and i. combustion means for introducing an ignited combustible mixture in the volume in back of a blade after passing the point that said rotor tangentially engages the inner wall of said cylinder, the mixture expanding during combustion to exert a driving force on the back of the blade to cause rotation of the rotor, said cylinder being driven by the rotor in the same rotational direction at the point of tangential engagement, the combustion mixture exhausting from the exhaust openings in the cylinder side wall when the blade passes the initial point of said given circumferential segment of the openings.
 4. An engine according to claim 3, in which air passes through said inlet openings in said given circumferential segment to purge the exhaust gases and fill the expanded volume in back of said blade and in front of the next succeeding blade, said openings being slanted relative to the planes of the cylinder side walls in a direction to provide a scoop effect for the incoming air and exhausting gases when the cylinder is rotating.
 5. An engine according to claim 4, in which said casing defines an auxiliary air passage for passing air through at least some of the air inlet openings in said remaining circumferential segment of openings eclipsed by the sides of the rotor to cool the portion of the rotor and blade around the combustion area.
 6. An engine according to claim 3, in which said casing includes adjustable pre-loading means for applying a force on the mounting for said cylinder tending to move said first axis of rotation further from said second axis to provide an adjustable pre-loading of the force of tangential engagement of the rotor with the inner wall of the cylinder in accordance with the pressure of the expanding mixture whereby an effective seal at the point of tangency is provided to confine the expanding mixture when exerting a driving force on the back of the blade.
 7. An engine according to claim 3, in which said biasing means in said rotor includes means for limiting the extent that said blades can move radially outwardly such that the ends of the blades are prevented from engaging said inner wall of the cylinder over the major portion of said given circumferential segment of openings whereby the average friction between the ends of the blades and the interior wall over one complete rotation of the rotor is reduced.
 8. An engine according to claim 3, in which air passes through said inlet openings in said given circumFerential segment to purge the exhaust gases and fill the expanded volume in back of said blade and in front of the next succeeding blade, said air then being compressed after said next succeeding blade passes the end point of said circumferential segment of openings, each of said blades including a combustion chamber having inlet and outlet ports at its front and back sides respectively adjacent to its extended end, and valve means for opening the inlet port and closing the outlet port during the compression of said air and then opening the outlet port and closing the inlet port as the blade is passing said point of tangential engagement, said combustion means including means carried in said rotor associated with each blade for injecting fuel into the outlet port of the associated blade when the outlet port is opened to mix with the compressed air and provide said combustible mixture.
 9. An engine according to claim 8, in which said valve means comprises a block member in said combustion chamber pivoted intermediate its ends for rocking movement about an axis parallel to the axis of the rotor, the opposite ends of the member being juxtaposed to the inlet and outlet ports respectively such that when said member is rocked to a first position, said inlet port is opened and said outlet port is closed and when rocked to a second position said inlet port is closed and said outlet port is opened, the center of gravity of said member being positioned between the pivot point and the one end juxtaposed to said inlet port so that in the absence of pressure differentials said member is biased to said second position by action of centrifugal force from rotation of said rotor.
 10. An engine according to claim 8, in which said rotor is mounted on a hollow shaft constituting the output shaft for said engine, said shaft being supported in said casing for rotation with said rotor by bearings, said valve means including a stationary cam surface in said hollow shaft and further including for each blade a valve head in the combustion chamber having a valve stem passing radially from the combustion chamber towards the center of the rotor, the valve head closing said outlet port when in a first position and opening said outlet port when in a second position; coupling means between the valve stem and said cam surface such that said valve head is biased to said first position by a first portion of said cam surface and said coupling means during the compression of air and is actuated to its second position by a second portion of said cam surface and said coupling means as the blade passes said point of tangential engagement, said valve means further including a pressure responsive valve at said inlet port responsive to air pressure at the front of the blade during compression to open and to pressure in said combustion chamber to close as said blade passes said point of tangential engagement.
 11. An engine according to claim 8, in which said rotor is mounted on a hollow shaft constituting the output shaft for said engine, said shaft being supported in said casing for rotation with said rotor by bearings; throttle means in the form of a rod axially extending into said shaft; a cam surface on said rod; and a plurality of intercoupling means carried in said rotor and hollow shaft and connected to said plurality of blades respectively, said intercoupling means being positioned to be successively actuated when passing said cam surface to hold its connected blade off from said inner wall after passing said end point of said circumferential segment for a given circumferential distance so that the point on said inner wall at which compression of air starts can be adjusted by rotationally adjusting the position of said cam surface by said rod.
 12. An engine according to claim 11 in which said casing includes adjustable pre-loading means for applying a force on the mounting for said cylinder tending to move said first axis of rotation further from said second axis to provide an adjustable prE-loading of the force of tangential engagement of the rotor with the inner wall of the cylinder, said preloading means being coupled to said throttle means so that the amount of pre-loading is a function of the setting of said throttle means whereby an effective seal at the point of tangency is provided to confine the expanding mixture when exerting a driving force on the back of the blade.
 13. An engine according to claim 11, in which said means carried in said rotor associated with each blade for injecting fuel comprises an electrically operated fuel injector, said combustion means further including ignition means adjacent to the outlet of said fuel injector in said rotor; slip ring means on said rotor electrically connected to said fuel injector; brush means carried in said casing for engaging said slip ring means; an electrical signal generating means for passing a given signal at a given time to said brush means to thereby inject a given amount of fuel as determined by said signal into the combustion chamber at the time said outlet port is opened by said valve means.
 14. An engine according to claim 13, in which said electrical signal generating means is coupled to said throttle means so that said given signal is determined by the setting of said throttle means.
 15. An engine according to claim 14, including ambient air pressure detecting means connected to said electrical signal generating means such that the amount of fuel injected is a function of the ambient air pressure.
 16. An engine according to claim 13, in which said ignition means comprises at least one spark plug associated with each blade connected to said slip ring means; and spark plug ignition signal generating means for providing a signal to said spark plug through said slip ring means at a given point in time.
 17. An engine according to claim 16, in which said spark plug ignition signal generating means is responsive to the setting of said throttle means so that ignition is timed in accordance with the setting of said throttle means.
 18. An engine according to claim 8, in which said rotor is provided with sealing means around its peripheral edges for engaging and sealing against the side walls of said cylinder, each of said blades including sealing means along its marginal edges juxtaposed to said side walls, and transverse sealing means along the peripheral edges of the rotor slots receiving the blades.
 19. An engine according to claim 8, in which the opposite faces defining the rotor slots receiving the blades include roller means for reducing the friction of sliding movement of the blades in said slots.
 20. An engine according to claim 19, including means for adjusting the engaging pressure of the roller means on said blades. 